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A U T U M N / W i nt e r 2 0 2 0
Nicholas Mee & Co’s world of Aston Martin
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ISS U E 2 9
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Front cover image: Marque expert Stephen Archer takes a thrilling ride in a very special and faithful replica of an Aston Martin DBR2, a car sourced by NM&Co for a client in 2020.
Nicholas Mee & Co Ltd Essendonbury Farm Hatfield Park Estate Hatfield
Contacts
Hertfordshire
T: +44 (0)208 741 8822
AL9 6AF
info@nicholasmee.co.uk
United Kingdom
http://www.nicholasmee.co.uk
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MEE SPEAK Nick time-travels back to the early 1970s when the mark of a fast car was the (very) unofficial time set by well-heeled owners driving from Central London to Bristol in the middle of the night, a task the DBSV8 was rather good at… VIEW FROM THE OUTSIDE Marque expert Stephen Archer takes a thrilling ride in a very special and faithful replica of an Aston Martin DBR2, a car sourced by NM&Co for a client in 2020. THE WHITE STUFF: DRIVING A 1970 DBSV8 Steve Wakefield channels mythical 1970s playboys ‘Brett’ and ‘Daniele’ when he takes an immaculate, newly restored DBSV8 for a spin on the Hertfordshire Riviera. WHAT’S IN STOCK As always, an Aston to suit every pocket and this time there’s a superb DB5 and a V12 Vantage S Roadster modified by Q Division, the final car built. TO VICTOR, THE HONOURS Nick takes a look at the stand-out car of the 2020 Hampton Court Concours, the One-77-based, one-off ‘Victor’. TEN TWO CLUB The informal cars and coffee meetings at Essendonbury Farm proved popular in 2020. We’ve now released dates for 2021. TALKING HEADS A video round-up with selected guests, discussing this year’s hot topics. ON TREND: NM&CO ON SOCIAL MEDIA Reviewing our social media activity this year has been a whole lot of fun. CLUB TERTRE ROUGE EVENTS: LE MANS 24 HOURS 2021 Club Tertre Rouge is back: the only place in town for the annual 24-hour race at Le Mans. Full timings and costs of a new package for 2021 are announced. CHRISTMAS GIFTS 2021 Give your car the Christmas present it deserves. From inexpensive stocking fillers to ‘best presents’ for your hard-to-please nearest and dearest, our online store has them all. PARTING SHOT We say goodbye to two Aston Martin legends who sadly passed away this year. RIP Gentlemen!
© Nicholas Mee & Co Ltd. All rights reserved. No part of this publication may be reproduced, stored in a retrieval system, or transmitted in any form or by any means electronic, mechanical or otherwise without the prior permission in writing of the copyright owner. Creative Director: Adrian Morley, www.theseen.design 3
MEE S P EA K Back in the day As a young man starting a career in Aston Martin’s London showrooms in the very early 1970s, I heard on more than one occasion of car-loving group of elite young men who had an ongoing challenge. The challenge, which I never tried myself, but in which I was greatly intrigued, was simple. To drive in the dead of night from London’s Marble Arch to Bristol, a distance of 118 miles, in one hour. Of course, not having been there, I cannot confirm whether it was ever achieved. However, in the early ’70s there were effectively only four cars which stood a chance of rising to the task. The short list included: the Lamborghini Miura, Ferrari ‘Daytona’, Maserati Bora and Aston Martin DBSV8. No Jaguar E-type, Porsche 911, BMW CSL or other production cars of the day had enough top speed. I was recalling this story recently when a thought struck me. How come, in today’s market for classic cars, all of those highly rated models that could rise to the London-to-Bristol challenge have such differing values when they are so kindred in spirit? I’ve driven all of the above, some more than others, but have to say it’s not because any one of them drives much better than the other! When a Miura SV sells, as one has very recently, for over €3 million, it seems disproportionate that an excellent, well-set-up DBSV8 can be bought for not much more than 5% of the Lambo.
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It is the DBSV8 that is the focus of our in-depth model guide in this edition, which includes a road test and review, many interesting facts and figures on the design, development and short life of the model, an opinion as to where the DBS V8 sits in today’s classic Aston market and some considerations on restoration and maintenance from our Service & Aftercare Manager, Chris Green. Elsewhere in FullBore we have a great review of a car we recently sourced and supplied to a client, a DBR2 recreation, by renowned Aston Martin aficionado Stephen Archer. There’s also What’s in Stock, exciting news about the return of Club Tertre Rouge at Le Mans 2021 and, rather than do a conventional market review, we’ve included this and other matters in a lively round-table video. As always, should you have any thoughts or comments on our summary of market conditions at the end of what has been an extraordinary year for us all, or on any other subject for that matter we would be delighted to hear from you. In closing, may I, on behalf of all of the team at Nicholas Mee & Co, wish all our readers a pleasant holiday season and here’s hoping for a return to some kind of normality in 2021. Stay safe and well! See you on the other side! Best wishes
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View from the outside W o r ds
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Aston Martin DBR2 Recreation...
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When you get a call from Nicholas Mee it may be to pass the time, but usually he has something interesting to say. Put another way, you should take the call.
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hen he told me that he had an interesting car on board that I should see, I was in two minds. Interesting to whom? “Just come and see it,” he implored and the next day I was standing in front of what looked for all the world to be a 1957 DBR2. But it’s not, it is actually a replica. So why is it gracing Nick’s immaculate yard, full of original and lovely cars? “It’s not the real thing, but then again, it sort of is,” was Nick’s explanation. I have driven both original DBR2s and have come to understand the DBR2, one of, if not the most underrated of 1950s open sports cars. A big statement? When the Aston Martin works team took the DBR2s racing in 1957 and 1958 they only failed to get on the podium twice. When they did, it was often top spot. Were it not for gearbox troubles, a DBR2 would have won the Le Mans 24 Hours in 1957. To make a replica of the DBR2, then, it has to honour the original with sincerity, quality and integrity. A closer look at this clever recreation revealed that the car may not actually be 100% correct in every detail (David Brown 5-speed gearboxes used only in a handful of racing cars being unavailable), but the intent is all there and so is the execution, even though it was finished some 30 years ago.
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So it was no great surprise to hear that the car had been built by none other than the late John Etheridge. John was apprenticed at Aston Martin and became a member of the racing department under legendary general manager John Wyer, giving trackside support in 1963 at Le Mans and Aston’s famous victory with a DP214 at Monza. The engine was from another Aston veteran, Stuart Mathieson, whose firm Mathwall Engineering is a renowned builder of race engines. Using original, central frame chassis architecture, the finished car was blessed by no lesser than its original designer, Ted Cutting. The body was formed in alloy and hand-built using one of the two original DBR2s as a template. So, this machine has some very good pedigree. The original DBR2 is a bit too pure a racing car for the road, and so this fine recreation has had some civility dialled in to retain the feel of the DBR2 but be a tiny bit easier to drive, as I did recently for Vantage magazine. With the 4.0-litre Tadek Marek engine running on 50mm Webers producing around 300bhp, and the entire car weighing a little over 850kg, progress on the road is plenty exciting enough.
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After settling down on a 30-mile drive a question emerges: this is close to being track-ready, what would that be like?
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Sourcing cars for clients It’s always a challenge, but one that we are fully equipped for. A rare or exceptional Aston Martin, perhaps a historically important one, or a model always dreamed of – we are often asked to find these cars for clients. Sometimes it can be difficult, but after 40 years in the business we rarely give up, and the story behind the sale of the DBR2 recreation is a good example of the NM&Co ‘little black book’ in action. We first saw this car at Silverstone in the paddock at an AMOC meeting in the early 1990s. Knowing its creator, John Etheridge, we found out more about the background of the project from John and archived it away as ‘something for the future’. After settling down on a 30-mile drive a question emerges: this is close to being track-ready, what would that be like? Rather good, I think. The handling balance and feel is predictable, as one would want, and it’s a comfortable experience, too, at all speeds. Something which can’t be said for most sports-racing cars. So, thanks Nick. I really enjoyed seeing and driving this very special and intriguing testament to the DBR2, built by an ex-Aston Martin racing team member from the period. It just feels right. It’s a car with pedigree, constructed by those in the know, and just in case there’s a seat available at the track one day, don’t forget my contact details! The car is not for sale, but it is a recreation to celebrate, to understand, and for the new owner to enjoy – rather a lot, I suspect!
Fast forward 30 years and three owners later – all the while keeping track of ownership – we were able to facilitate an ‘off market’ purchase earlier this year, including transportation back to the UK from Europe. Just one of the benefits of having lived in the world of Aston Martin for so long is keeping records of who owns what, with the inevitable who wants to sell what – and who might like to buy it. It often results in an ‘under the radar’ sale, conducted privately with no advertising. So, for those looking for that special car, give us a call. We might well know where one is, who owns it and whether he or she would sell. It’s what we do.
Stephen Archer was almost literally born into the world of Aston Martins, as a 1933 Aston Martin was his transport to and from hospital for his birth! Since the earliest age possible, he worked on the family Aston Martins and has also owned a MK3; a DB4 series I and II, a 1971 DBSV8, an AM V8 and a 2010 GT4. Stephen has written extensively about the marque and is a regular contributor to Vantage magazine.’
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The White Stuff By Steve Wakefield
Driving a 1970 Aston Martin DBSV8...
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magine the scene. It’s 1970, two well-heeled playboys make a wager after latenight games of backgammon somewhere on the French or Italian Riviera had resulted in a draw. Rather than a toss of the coin, the match would be settled on whose car is fastest. The duel will be held early one morning, a simple drag race to 100mph and onwards. Winner takes all. One of the men is British, the other Italian. Both are fiercely patriotic, known for their love of fast cars and drive the most potent high-performance machinery their countries produce. ‘Brett’, let’s call the Brit, is at the wheel of an Aston Martin DBSV8, the first fuel-injected, four-headlamp car and naturally it’s a 5-speed manual. ‘Daniele’ (Ciao Dani! as the girls liked to say) has chosen a multi-cylindered exotic from Emilia-Romagna, the spiritual home of Italian supercars. Come the day of the challenge, Daniele would have needed to have pulled his Ferrari 365 GTB/4 ‘Daytona’ out of the underground garage in Monaco to have stood any chance of beating Brett. And, even then, the race would have been down to the wire. Had he driven his new Lamborghini Miura P400S, the world’s first supercar, a far lighter, strictly two-seater with a four-cam 370bhp V12 mounted amidships, impossible to beat outside a night club, he would be struggling. Autocar tested both cars and recorded a 6.0sec 0-60mph time for the Aston. The Miura’s was 6.7. Pressing pedal to the metal, 100mph came up in 14.7sec in the DBSV8, 15.1sec in the Lamborghini, while the British car topped out at a solid 162mph vs. a scary 172mph. The latter figure was likely achieved by a special test car with small canard fins on the front to keep the nose down. Maserati’s Bora (6.5sec; 15.3sec; 162mph) and its genuine rival to the DBSV8 Indy (7.5sec; 17.6sec; 156mph) would be trounced in such a duel.
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Only the front-engined powerhouse from Maranello, of all the cars the only one raced at the top level, had the wallop to best Newport Pagnell’s finest: 352bhp (DIN) at 7,500rpm. That, and a weight of 31.5cwt against the Aston’s 34cwt made a difference. Just: the Ferrari was a touch quicker, a 0-60mph of 5.4sec, 100mph in 12.0sec and a genuine maximum of 174mph. Michael Bowler’s superb 1985 book ‘Aston Martin V8’ states a 1970 Motor road test DBSV8 produced 338bhp at 5,500rpm. So, rather than the ‘gentleman’s club on wheels’ of legend, an early manual DBSV8 is something of a rocketship, by some way the fastest Aston Martin until the V8 Vantage appeared in 1977 and boasting performance not so far off that of the newer car. The story of its development, though, is a long and sometimes painful one. Bowler’s book takes 135 pages before announcing that the “DBSV8 was finally launched in September 1969”. Tadek Marek had started work on an all-alloy, 90deg four-OHC V8 in 1963. The engine was mooted for the Project Cars but finally saw its racing debut at the Nürburgring in 1967 in the back of John Surtees’ Lola T70 sports-racer. An entry of two dark green, with white ‘arrow’ stripes T70s at Le Mans that year was a disaster. But lessons were learnt on the circuits, and the engine that emerged from those trying days turned out to be a solid masterpiece that lasted to the final days of Newport Pagnell in the late 1990s. With delays in the V8, its eventual home, William Towns’ classic DBS, was first launched in 1967 with Aston’s regular straight-six. Two years later, the DBSV8 was finally made available. Its 5,340cc engine was fuel-injected, by Bosch, and the system promised power with economy and clean emissions for the North American market. For reasons of speed of development, Aston chose a tried-and tested mechanical system from the German experts rather than persisting with the home-grown AE-Brico electronic set-up used on the DB6. It’s ironic, therefore, that on the DBSV8’s demise, thanks to emissions issues its replacement once again went back to Weber carbs, dropped at least 20bhp and could hardly crack 155mph.
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On a closed section of the M4 motorway, a pre-production version achieved a maximum of 160.1mph at 6,200rpm in 5th, stable thanks to the unobtrusive matt black spoiler under the front bumper and broad chromed grille.
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Sir David Brown kept an eagle eye on the development of the DBSV8, putting many testing miles on prototypes and it personified his concept of a GT car: fast, elegant, roomy, comfortable and practical. Had it been released a couple of years earlier it would have found just as much fame as a ‘David Brown Aston Martin’ as the legendary DB5. Every development, however small, was put in front of The Guv’nor for road-testing and sign-off. And the V8 version had many modifications over its six-cylinder relation. The power and torque of the new engine required solid alloy wheels of an attractive, in-house design that not only saved weight and could cope with increased performance, they also vented air from uprated, now ventilated Girling discs. As standard, the new car was fitted with state-of-the-art Pirelli Cinturato GR70VR15 tyres, 8in wide on 7in rims, similar to those fitted to Italian supercars. While a Chrysler Torqueflite 3-speed automatic was a no-cost option, keen drivers chose the new ZF 5-speed from Germany. ‘Dog leg’ first took some getting used to (as we found in our road test), but it was a fine unit well-suited to the car, with sporty ratios intended to get the most out of the new engine. On a closed section of the M4 motorway, a pre-production version achieved a maximum of 160.1mph at 6,200rpm in 5th, stable thanks to the unobtrusive matt black spoiler under the front bumper and broad chromed grille. Compared with the DBS as a six-cylinder, the V8 version was nearly 20mph faster flat out. A limited-slip differential was standard. The steering and suspension feel of the 5-speed version differed in many ways to the automatic – like so many cars that followed right up to the DBS’s namesake in the 2010s, a manual Aston Martin is always a very different machine. A total of 404 DBSV8s were sold until production stopped in May 1972. Thanks to research by Aston Martin Heritage Trust Registrar Tim Cottingham, it can be confirmed that 311 of these were right-hand drive. Manual is rarer: 182 manuals vs. 221 autos with one still unknown. The colours were the typical palette of the day, though most buyers preferred blues, with
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Aston Martin DBSV8 — The view from the showroom Neal Garrard comments on the DBSV8 market: While interest in the 1969-1990 V8 generation of Aston Martins remains buoyant, in recent years the DBSV8 has lagged behind. Indeed, we have had very few for sale in the showroom over the last ten years. I would put that down to the fact that until recent times there have not been enough examples available of the right quality. Not so long ago a DBSV8 was less than £10,000, with the majority of cars at that level ‘sold as seen’ at auctions. At the same time, the price of a late-80s V8 Vantage was closer to £100,000. As a result, too many cars never received sufficient servicing and maintenance. If restorations had been carried out, the quality of work was generally not of the standard expected by today’s discerning buyer. However, we are now seeing DBSV8s that have been through a full restoration process by recognised marque specialists, with good cars now available in fully restored condition. These appeal to the type of client we meet in our showroom today who wants an ‘on the button’ car ready to be enjoyed as it was designed, and in a cosmetic condition of which they are proud when driving and showing at events. This is having a positive effect on values, as market-watchers report the best quality examples finding new owners at price levels that justify that sort of expenditure. Another trend worth mentioning, and one that I have experienced on a number of occasions in 2020, is customers requesting a car from their birth year. With production of the DBSV8 starting in 1969 and finishing in 1972, that is ideal for a buyer of around 50, close to the average age of our customers. It’s the time in many people’s lives when thoughts turn to a classic car as their ‘something for the weekend’. These factors, combined with the strong performance of the DBSV8 over its 1960s Aston Martin contemporaries, iconic styling with an attractive four-headlight chrome grille and the perception of a ‘value proposition’ compared to best-of-the-best 1980s V8s, all point to an increasing interest in the model. Bearing in mind its comparative rarity, especially factoring in manual gearbox and airconditioning etc, we envisage an increase in values for years to come. 25
Silver Birch perhaps unsurprisingly the single most popular individual shade. Platinum (white), the car you see here, was bought by only 14 customers. As to numbers of survivors, Tim believes around half, 200 or so, with 74 marked down as definitely ‘lost’. At £7,501with purchase tax in 1970 it was an expensive car, though less than the imported Miura (762 cars in total, £10,680 for an S in 1970), Bora (564 at £9,832) and Daytona (1,412 at £9,572). So how does the fuel-injected DBSV8 measure up 50 years on? This 1970 example was in well-restored, but totally standard specification; all sorts of electrickery in the form of new ECUs can be visited on these cars today to make them very fast indeed. This one was just very fast. With Nick riding alongside me we took the car for a blast up the mainly empty dual carriageway near Essendonbury Farm. Like all Astons, the cockpit is comfortable and roomy. Some of the switchgear and trim is from the “Now haven’t we met before?” era of parts-bin sourcing, but the plethora of Fiat and Alfa Romeo components on its rivals proves Newport Pagnell was in a similar place parts-wise to Modena, Sant’Agata and Maranello. The seat is comfortable and surprisingly supportive. You can see out, and soon gain an idea of its extremities, which is more than you can say for a Miura. No choke or pedal pumping, the car just starts. Selecting first gear is a knack – “Just use the palm of your hand to guide it, don’t grip the lever,” says Nick – and we’re off. The accelerator pedal has a long travel, a function of the mechanical fuel-injection, but fully depressed the car rushes forward in one long pull of acceleration. I wasn’t expecting that. And thanks to the manual ’box and totally ‘right’ gearing, that happens in third and fourth, too. Up to and only just beyond socially acceptable speeds on today’s roads this is a very fast Aston able to despatch most following cars with ease. Nick regales me with stories from the 1980s of serious runs in these cars, to Bristol from London on the M4, or one occasion when he joined a convoy including a Ferrari Boxer on a spirited drive back from
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Brands Hatch to the West End. His DBSV8 was right up there. The braking is a little 1970s and requires some forward thinking, but the steering, handling and ride are superb, matching the effortless thrust of the motor at full revs. The chassis comes across, as it should do after so much work, ‘tight’, with a lot of feedback from the wheel and the big tyres that feel just right for the car, both in the period sense and the way they help the suspension. I can say I was not expecting this – it’s all a far cry from the waft and ease of later automatic V8 Saloons and Volantes, however comfortable to drive: a genuinely fast 1970s supercar. So, back to that imaginary wager – having driven Nick and Neals’s superb example, I’m putting my money on white. The car pictured, 5-speed manual chassis 10021/RC, is now sold. It was delivered in June 1970 directly from Aston Martin to Hampshire resident and businessman Robert Macdonald-Hall. Factory extras included Coolair airconditioning, a £385-with-tax option, and it was ordered in Platinum with mid-blue hide. Having covered some 55,000 miles from new, the car was carefully laid up before a comprehensive restoration 2016-2019 for its most recent and only third owner. While the body was stripped back to bare metal and all mechanical parts rebuilt, the leather interior was just carefully reconditioned to keep its originality, with new Wilton carpet the sole variation from as-delivered in 1970. Do contact Nick and Neal for similar examples.
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Aston Martin DBSV8 — The view from the showroom Chris Green, Service & Aftercare Manager comments on running a DBSV8: These cars are one our favourite Aston Martins. Though, as with any classic of this age and era, things do have the potential to go wrong. That said, with regular maintenance, the DBS has proven to be both stylish and reliable. In terms of the major components – engines and gearboxes – failures are uncommon. They tend to wear gracefully over the years; run them on fresh fluids and they will repay the investment in spades. The brakes tend to wear lightly during normal usage. However, one fault we do see from time to time is failure of the servos, which is a £1,200 fix for both servos to be removed and overhauled. As with any vehicle, many suspension parts are subject to wear and tear or ageing. Owners should budget for a refresh typically every two to three years, dependant on usage and storage conditions: wishbone bushes, brake reaction bushes and king-pin joints being the main areas of focus. Electrical gremlins can appear, but thankfully these are mostly a result of poor or corroded electrical connections. Obviously, parts will need replacing sometimes, some of which are now obsolete. However, we have a large network of expert sub-contractors, so the overhaul of window-motors, gauges and wiper motors, to name but a few, is straightforward. As these cars are now ca. 50 years old, we are seeing more examples of chassis corrosion. The same can be said about aluminium body panels and my advice is simple: regular inspections are key and if corrosion is found, act on it immediately. It can often be more costeffective to deal with corrosion in its early stages, before it spreads and the costs increase accordingly. General servicing starts from £955 for a standard annual (2,500 miles) service, with the option to choose more in-depth work where additional fluids, filters and parts are either renewed or dismantled for inspection. As a guide, menu pricing for other services is: 5,000 miles, £1,420; 10,000 miles, £2,450. All prices include VAT. Alternatively, we can individually tailor a maintenance programme for any vehicle should annual mileage be minimal, or if the service history in unknown as can often be the case on recent purchases. Our team is always happy to discuss these options, providing the best advice to guide clients through the process. 27
What’s in stock In this section we showcase a selection of the best examples of Aston Martin motor cars from the 1950s to the present day, all available for sale at our new, purpose-built ‘destination’ premises on the historic Hatfield Park Estate in Hertfordshire. Prior to delivery, all cars are supplied serviced according to schedule, with a pre-delivery Inspection Report, 12 months MOT and 12 months warranty. Finance for any vehicle is available with our dealer partner, Classic & Sports Finance.
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1964 A s t o n Ma r t i n D B 5 £P O A
OVERVIEW Available for sale after a three- year, body-off restoration and effectively in ‘as new’ condition, every element of this original ‘brand icon’ has been either restored or replaced with new, Aston Martin-supplied parts. All the work has been completed to the highest standards by industry-leading Aston Martin specialists. A total in excess of £350,000 was spent to bring this exceptional example to its current condition, a project completed in mid-2019 and driven only 1,000 miles since.
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The work covered every aspect of the car and included complete restoration of the chassis and body, engine, transmission, suspension, brakes, electrical components, all chrome work, body seals and glass. The interior has also been totally retrimmed to original standards. No aspect of this car was left unattended in the pursuit of perfection.
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1996 A ston M arti n Vantag e V600 £285,000
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1967 As t o n Ma r t in DB 6 V a n t a g e £345,0 00
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1996 A ston M arti n Vantag e V550 £199,950
2017 As t o n Ma r t in V 12 V a n t a g e S Ma n u al £ 126,9 50
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2000 Aston Ma r t i n V a nt a g e Le Ma ns £399, 950
OVERVIEW A fitting homage to Aston Martin’s outright victory at the Le Mans 24-hour race in 1959, the Vantage Le Mans not only represents the motor sport legacy of the company, but the end of an era for the coachbuilt car. It is the ultimate descendant of a line of models built from 1960 to 1999, all engineered, manufactured and assembled in-house by Aston Martin’s highly skilled craftsmen
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and engineers. Like the Le Mans-winning DBR1, it is a hand-built car built for, and by, heroes. Highly prized and produced in minuscule numbers, the Vantage Le Mans is both a thrill to drive and a ‘bona fide’ collector’s car from the end of an era.
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1966 A ston M arti n DB 6 £325,000
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1999 As t o n Ma r t in V a n t a g e V 5 50 - L HD £P O A
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2010 A ston M arti n V8 Vantag e £45,950
2004 As t o n Ma r t in V a n q u ish SDP £86,9 50
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2018 Aston Ma r t i n V 12 V a nt a g e S Man ual R o adst e r B y Q £175, 000
OVERVIEW This sublime 7-speed manual, right-hand drive V12 Vantage S Roadster is one of only 36 production cars and is the final one built. The model represents the pinnacle of the first generation of Aston Martin production at Gaydon. The charismatic 600bhp V12 gives an intoxicating, ‘analogue’ performance and sound unlike
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current production cars with 8-speed automatic ’boxes and turbocharged V8 engines. The truly unique example we are delighted to offer here is the end-of-line V12 Vantage S Roadster, a car conceived and designed in the studios of Aston Martin’s famed Q division at Gaydon.
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1987 A ston M arti n V 8 Volante Efi £199,950
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1968 As t o n Ma r t in DB S V a n t a g e £ 149,9 50
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2004 A ston M arti n Vanqui sh £84,950
1997 As t o n Ma r t in V 8 C o u pe £ 82,9 50
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1989 Aston Ma r t i n V 8 V a nt a g e V o la nt e – ‘P o W Adap t ed’ £375, 000
OVERVIEW This distinguished V8 Vantage Volante is one of just 76 UK-market cars and was sold and delivered to its first owner via Nicholas Mee in 1990. It remained unused until 1996 when it was first road registered. Subsequent owners have included well-known Aston Martin enthusiasts before being acquired by the last as a 30,000mile car in 2015.
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The colour combination will be familiar to many as it is the same as Commander Bond’s V8 Volante from ‘The Living Daylights’. This superbly adapted V8 Vantage Volante is available at a fraction of the cost of an original ‘Prince of Wales’ car.
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2 0 07 Asto n M arti n Vantag e RS ( FACTORY C ONC EP T C A R) £295,000
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2007 As t o n Ma r t in V a n q u ish S £ 124,9 50
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2004 A ston M arti n DB 7 Z ag ato £285,000
2 019 As t o n Ma r t in Rap ide AMR £ 139,9 50
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T o V i c t o r, t he h o n o u r s Unloaded from its transporter and discreetly positioned in front of Hampton Court Palace for the Concours of Elegance, the mighty Victor made its debut this September.
Not so discreet was the wave of activity on social media and the positive comment which followed. Here was a one-off bespoke commission from Aston Martin’s Q department, shown at the request of the owner and bristling with overtones of the V8-era cars. It was named ‘Victor’ in honour of Victor Gauntlett, the former co-owner and some would say saviour of Aston Martin throughout the 1980s. Fittingly presented to the public by Victor G’s son and Aston Martin man Mark, the restrained, yet undoubtedly purposefully styled and engineered wonder made onlookers draw breath; the car gained the admiration from all who saw it. These included the Concours of Elegance judges who, justifiably in our opinion, awarded the car their Future Classic award.
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Ten Two Club »
Meetings at Essendonbury Farm ...
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One of the aims of our relocation to Essendonbury Farm in 2018 was for the new premises to become a hub for marque enthusiasts to meet up!
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et on two acres of beautiful rural Hertfordshire countryside with ample parking space for 50+ cars, our new base provides the ideal environment for informal, ‘Open House’ meetings. On Saturday, 10 October, we hosted our autumn edition, and blessed by sunny weather we enjoyed the company of 40+ enthusiasts arriving in Aston Martins including a highly original, untouched 1973 V8, a ‘Short Chassis Volante’ – one of the rarest and most valuable models from the 1960s – through to current production models including a DB11. Below are a few photographs from a highly enjoyable day. For 2021, we plan to hold three Ten Two Club gatherings, which should provide the perfect excuse for a run out in your Aston Martin (or any other interesting car, for that matter), visit our premises and enjoy freshly roasted, barista-served coffee and refreshments. We are also blessed with some fantastic driving roads in the local environs, so your trip will be a memorable one!
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The dates of the Ten Two Club gatherings at Essendonbury Farm next year are as follows: Saturday, 13 March 2021 Saturday, 3 July Saturday, 2 October 2021 If this year’s events are anything to go by, an advance reservation is highly recommended – remember, it costs nothing to attend. RSVP invitations will be circulated in the New Year via FullBore, of course, and also published on our dedicated Instagram feed: instagram.com/ten_two_club
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By Steve Wakefield
TALKING
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A video round-up with selected guest
G HEADS
ts, discussing this year’s hot topics.
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At the close of what has been an extraordinary 2020 for all of us, we thought we’d try something different this year.
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ur regular annual review of the way the market has been moving is a free-form discussion between me, Nick and Neal, usually aided by another expert with long-standing connections to NM&Co in person or over the phone. Inevitably, we wander off subject, and talk turns to events attended, what we’d buy, what Aston themselves have been up to (for good and bad) and what we’re looking forward to in the New Year. Why not, we concluded this time, video that discussion? And so it came to pass that I, Nick and Neal were joined by Mark Donoghue of the Aston Martin Owners Club and Trust, and local man Michael O’Sullivan of Moss Automotive, the storage and collection curation specialist with whom NM&Co partners. We met up at Essendonbury Farm for a broad-ranging discussion on all things Astons in the closing days of a momentous 12 months. Lights, camera, action – subjects discussed inevitably started with the effect of the pandemic on events
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and values and they continued through the new Bond film – or rather its delayed premiere – the new ‘continuation cars’ from Newport Pagnell, the seemingly never-ending limited-editions from AML – a good or bad thing? – and the enduring appeal of all things V8, be they the David Brown-era original or, right up to date, the high-tech turbocharged cars coming out of Gaydon today. And along the way we looked forward to Le Mans next year, both to the Classic and the main 24 Hours in June where Club Tertre Rouge will be back with a bang, and how electric cars will affect our hobby and passion. All this, the cars we’d choose to buy ourselves and much more, was covered in an hour or so that seemed to pass in a flash. We enjoyed making this film; we hope you enjoy watching it and welcome you to join the conversation – do give us your feedback.
PLAY VIDEO
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O n-t rend: NM&Co on social media
Total social media follow
Reviewing our social media activity this year has been a whole lot of fun. It gave us some ideas for our informal round-table video review of the year, and it’s shown us what you, our 15,000+ followers, readers and clients are really interested in. And there is still one month to go.
Instagram:
YouTube:
With nearly 8,000 followers, our Instagram feed provides a regular fix for Aston Martin addicts.
Our successful YouTube channel now has over 1,850 subscribers who avidly tune in to for news and views on the world of Aston Martin. This year, they have enjoyed over 5,640 hours of marque videos. And it’s not only cars for sale that are featured. From time to time we also apply our efforts to produce more in-depth features and documentaries on the whole Aston Martin experience. Our most popular car for sale video of 2020 was that of a very groovy Bahama Yellow 1971 DBS V8, which we hope really captured the soul of the car.
The most popular car for sale post so far this year was of this cracking 1979 AM V8, a rare manual example finished in its glorious original livery of Kentucky Blue over a Magnolia hide interior.
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We always welcome feedback on our social media posts, so if there is anything you would like to see in 2021, do drop us a line.
wers are over: 15,000
And if you don’t already, you can follow us on social media by clicking on any of the icons below:
Instagram subscribers are nearly: 8,000
ube subscribers are over: 1,850
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CTR Events...
Le Mans 2021»
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Thursday, 10 June to Monday, 14 June 2021 Back after a three-year absence, the Club Tertre Rouge (CTR) team will return to the legendary Le Mans 24 Hours endurance race in June 2021 when we will host an enjoyable four-day get-together for clients and friends of Nicholas Mee & Co. CTR has organised memorable excursions to the legendary Le Mans 24-hour race for over 25 years. The aim has always been to enjoy and celebrate one of the world’s greatest motor sport events in the company of friends and clients. Our experience hosting the event and the help and guidance we have given our guests has resulted in most returning year after year. It’s often referred to as a British race held in France. The annual Vingt-Quatre Heures du Mans is the motor race every professional racing driver and sports car racing team aspires to compete in and win. The victor is accorded the accolade of having won the world’s most gruelling race. Think Glastonbury for Petrolheads; a trip to Le Mans is a must-do, bucket-list item. If you have not been before, let us be your guide and you will benefit from our many years of experience: how to get there, where to be and when, where to stay, where to eat, etc – we will organise all this for you.
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For 2021, we are pleased to announce a return to Le Mans, basing ourselves at a local chateau conveniently located just 15 minutes from the circuit. A fully planned programme running throughout the weekend includes circuit transfers and track-side hospitality, as well as accommodation and catering, not to mention secure parking at our chateau base. Like no other, the event will cater for up to 28 like-minded clients and friends of NM&Co.
Resident package • ‘Route to Le Mans’, an optional guided run to Le Mans • 4-night chateau stay • Weekend trackside hospitality and viewing • Weekend minibus transfers • Breakfasts and buffets • Friday evening Welcome Party with additional guests • 3-course ‘start line’ luncheon within the race organiser’s pavilion • General entrance passes The 2021 CTR Resident Package cost, (inclusive) per person: £1,850 — WELCOME PARTY FRIDAY EVENING NON-WEEKEND GUESTS • Friday night only ‘Champagne at the Chateau’ Welcome Party with BBQ, drinks and music. 2021 cost, per person: £100 Booking is now available with £650 deposit required, refundable should the event be cancelled due to Covid restrictions. The balance then due 12 weeks before the event. For further information and booking, please mail neal@nicholasmee.co.uk or call on 0208 741 8822.
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CHRISTMAS
Give your car the Christmas present it deserves! From inexpensive stocking fillers to ‘best presents’
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for your hard-to-please nearest and dearest – all are available for purchase online. In addition to gifts for your loved ones, how about giving your Aston Martin a treat this Christmas? Our team has handpicked a selection of suitable items or upgrades for each model of Aston.
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DB4/5/6
Custom fit, Aston Martin branded indoor car cover
~ £462 ~ If your car is hibernating for the winter, a nice custom-fit, felt-lined car cover will keep it in the best possible condition. We can supply covers for all models, in a variety of colours, with Aston Martin branding and piping. Browse here or contact a member of the team for bespoke options. 58
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S GIFTS 2020
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V8/V8 Volante
Aston Martin tyre valve caps
~ ÂŁ20 ~
A nice finishing touch for your car. Made from high-quality chrome-plated solid brass, they are supplied as a set of 4.
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Virage/V8 Coupe Battery charger
~ ÂŁ310.49 ~ Ensure that your battery is kept in optimum condition by keeping it charged with a trickle charger. All Aston Martin models catered for. 59
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Vanquish
Driver touring pack
~ ÂŁ285.60 ~
DB7
Wheel centre badges
~ ÂŁ19.39 ~ If your wheel-centre badges are starting to look beyond their best, these easy-to-fit new wheel-centre badges, with green Aston Martin wings logo, will give the appearance of your wheels an instant lift! Priced individually. 60
There is no model better suited to a Continental tour than the original Vanquish. Make sure you have all the necessary equipment for travelling in Europe with this Aston Martinbranded driver touring pack.
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V8 Vantage Clear rear lamp kit
~ £1,186.86 ~
DB9
Give your V8 Vantage a clean monochrome aesthetic by exchanging your red rear lamps for the crisp, modern look of clear lamps. Price is for the pair of lamps.
Union Jack Aston Martin Wings bonnet badge
~ £611.86 ~ Beautifully enamelled bonnet ‘wings’ badge in the red, white and blue of the Union Jack. Originally only offered to AMR-specification cars, they are now available to retro-fit to DB9 and other models. 61
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Carbon Fibre mirror cap kit
~ £1,500.58 ~
V12 Vantage
Secondary Catalyst Replacement Pipes
~ £696 ~ Not only does replacing the secondary catalysts provide a more sporty exhaust note, you will also experience a 5-10% increase in power. This is a popular upgrade with V12 owners and our workshops can assist with fitting. Contact us for fitted prices. 62
A straightforward replacement for your existing painted mirror caps, these beautiful carbonfibre caps are a stunning upgrade for your DBS (also suitable for all other ‘Gaydon’ models). Price for the pair.
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Rapide
Floor overmat set
~ £466.08 ~
Vanquish (2012 – 2018) Wind deflector
~ £669 ~
Protect your carpets with these premium quality wool carpet overmats. Available to order in all colours. Please contact us to supply the correct colour-coded overmats for your car.
Designed to reduce turbulence for both passenger and driver when driving a Volante, the wind deflector is fitted in the rear compartment and can be folded down or simply unlocked and removed when not in use. 63
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Stirling Moss (right) enjoys a cuppa with Aston Martin team manager Reg Parnell ahead of the 23rd RAC Tourist Trophy at Goodwood in 1958 . Moss had just returned from practice in which he set fastest time, and the next day he won the race.
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pa r t i n g sh o t s We pay tribute to two icons who sadly passed away this year and will forever be associated with Aston Martin. RIP Gentlemen!
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Sean Connery in ‘Goldfinger’ with a 1964 Aston Martin DB5. James Bond photo by Arthur Evans (Eon Productions/United Artists)
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